Roadmap V2 Aug 23 2006 updated...over 1.25 trillion passenger miles. Flights already have more passengers, with load factors projected to continue increasing steadily to more than

TABLE OF CONTENTS

Purpose and Background 1

Aviation System Context 3

Call to Action 5

Performance-Based Navigation and Its Benefits 6

Key Accomplishments 8SUMMARY OF KEY IMPLEMENTATIONS 8NEW CRITERIA, STANDARDS AND TOOLS 8INTERNATIONAL HARMONIZATION 9

Transition Overview 11

Near Term (2006-2010) Priorities 13EN ROUTE OPERATIONAL CAPABILITIES AND MILESTONES 13OCEANIC OPERATIONAL CAPABILITIES AND MILESTONES 14TERMINAL OPERATIONAL CAPABILITIES AND MILESTONES 14APPROACH OPERATIONAL CAPABILITIES AND MILESTONES 15SUMMARY OF NEAR-TERM (2006-2010) COMMITMENTS 17

Mid Term (2011-2015) Priorities 18EN ROUTE EVOLUTION 19OCEANIC EVOLUTION 20TERMINAL EVOLUTION 20APPROACH CAPABILITY EVOLUTION 21SUMMARY OF MID-TERM (2011-2015) COMMITMENTS 22

Far Term (2016-2025): Achieving a Performance-Based NAS 23ELABORATION OF KEY STRATEGIES 24KEY RESEARCH AREAS 25

Glossary 27

Purpose and Background

Originally published in July 2003, the Roadmap for Performance-Based Navigationis intended to assist aviation stakeholders in understanding operational goals,determining requirements, and considering future investments. The Roadmapfocuses on addressing future efficiency and capacity needs while maintaining orimproving the safety of flight operations by leveraging advances in navigationcapabilities on the flight deck. This revision updates the Federal AviationAdministration (FAA) and industry strategy for evolution toward performance-based navigation.

As with the first edition of the Roadmap, the FAA has coordinated this updatewith the aviation community through government-industry forums, including thePerformance-Based Operations Aviation Rulemaking Committee (PARC) and RTCA.Since 2003 the FAA and its international partners have collaborated extensivelyon performance-based navigation standards and issues through various forumssuch as the International Civil Aviation Organization (ICAO), EUROCONTROL, andthe North American Aviation Trilateral (NAAT), as well as through a number ofbilateral partnerships. For example, this updated Roadmap is intended to beconsistent with ICAO's development of a new Performance-Based NavigationManual, and reflects some changes to achieve common international operations.

This Roadmap provides a high-level strategy for the evolution of navigationcapabilities to be implemented in three timeframes: near term (2006-2010),mid term (2011-2015), and far term (2016-2025). The strategy rests upon twokey navigation concepts: Area Navigation (RNAV) and Required NavigationPerformance (RNP). It also encompasses instrument approaches, StandardInstrument Departure (SID) and Standard Terminal Arrival (STAR) operations,as well as en route and oceanic operations. The section on far-term initiativesdiscusses integrated navigation, communication, surveillance and automationstrategies.

The Roadmap supports other FAA and government-wide planning processes, asthe FAA works on several fronts to address the needs of the aviation community.At the forefront is the FAA's Flight Plan, the five-year strategy directing FAAbudget requests. For the Flight Plan time frame and beyond, the FAA'sOperational Evolution Plan (OEP) describes the capacity and efficiency initiativesover a rolling 10-year period at the busiest 35 airports in the National AirspaceSystem (NAS). As part of a multi-agency collaboration effort through the JointPlanning and Development Office (JPDO), the FAA is developing a plan for theNext Generation Air Transportation System (NGATS) to meet air transportationneeds through the year 2025. These plans have the common goal of adoptingsatellite-based navigation as a cornerstone for performance-based operations.

Other emerging performance-based concepts are Required CommunicationsPerformance (RCP) and Required Surveillance Performance (RSP). These conceptsdefine specified levels of performance and capability as agreed-upon standards,while leaving the implementation of solutions and technologies to appropriateaviation stakeholders such as avionics manufacturers, aircraft manufacturers, andair traffic service providers.

RNAV and RNP have reached a sufficient level of maturity and definition to beincluded in key plans and strategies, such as this updated edition of the Roadmap.PARC has also made progress in RCP definition since the first edition of the

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FAA Flight PlanFive-yyear strategy pplanInvolves all FAA Lines of Business.The FAA Lines of Business in turnhave five-yyear business pplans that supppport the Flight Plan.

Opperational Evolution PlanCritical pplan to address effectivecappacityRolling 10-yyear timeframeDistills and aligns all commitmentsneeded to deliver critical cappacityimpprovements

NGATSLong-tterm view (2025) of the nationalair transpportation system. Has a broadscoppe with air traffic management asone facet of the pplan.Multi-aagency involvementAims to transform the system

Roadmap; the Roadmap for Performance-Based Communications is being developedseparately. RSP is still in its early developmental stages. As collaborative effortscontinue within the FAA and JPDO, the FAA expects to include more completedefinitions in the next edition of the Roadmap.

The Roadmap is intended to help aviation community stakeholders plan theirfuture transition and investment strategies. The stakeholders who will benefitfrom the concepts in this Roadmap include airspace operators, air traffic serviceproviders, regulators and standards organizations, and airframe and avionicsmanufacturers. As driven by business needs, airlines and operators can use theRoadmap to plan future equipage and capability investments. Avionics and aircraftmanufacturers can determine the capabilities needed in the future. Similarly,air traffic service providers can determine requirements for future automationsystems, and more smoothly modernize ground infrastructure. Finally, regulatorsand standards organizations can anticipate and develop the key enabling criterianeeded for implementation.

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Aviation System Context

The nation's air transportation system continues to play an essential role in our

economy and security, with the historical growth trend expected to continue

steadily over the next 20 years. In 2005, passenger demand grew rapidly, with

enplanements up 7 percent from the previous year to 738.6 million and revenue

passenger miles increasing 8 percent to 775.3 billion. Both major airlines and

regional carriers experienced growth in enplanements in 2005, with the fastest

growth at regional carriers. Air transportation between the United States and

other nations grew almost twice as fast as domestic markets, led by double-digit

increases in both the Latin American and Pacific regions.

Passenger demand for air transportation is projected to increase an average of

3.4 percent each year between 2005 and 2017. By 2017, U.S. commercial air

carriers are predicted to transport a total of about one billion passengers, flying

over 1.25 trillion passenger miles. Flights already have more passengers, with

load factors projected to continue increasing steadily to more than 78 percent by

2017. To support these operational changes, airframe and avionics manufacturers

are adding flight deck capabilities that enable advanced navigation and other

services.

General aviation (GA) continues to show strength and is expected to grow even

stronger in the future. Projections indicate that the piston aircraft fleet will

increase at an average annual rate of 1.4 percent, while a broad variety of

business jets will grow in number at an average rate of 4 percent per year. The

introduction of very light jets (VLJs) into the NAS will create new complexities

and spur growth at certain airports in the future. These VLJs are anticipated to

increase by as many as 400 to 500 aircraft per year. Adding to airspace and

operational complexity, unmanned aircraft systems (UAS) are expected to be

used routinely in the NAS.

Growth in scheduled and GA aircraft is expected to increase point-to-point and

direct routing, with the need for greater system flexibility to handle peaks in

traffic demand, convective weather, military operations and security needs. FAA

forecasts indicate that by 2017 traffic will peak at the nation's busiest airports, at

a level 30-40 percent higher than today. Thus, stakeholders must make diligent

efforts to increase system flexibility, improve strategic management of flights,

and control delays while maintaining today's safety levels.

The cost of fuel presents a significant challenge to all segments of the aviation

community. For example, higher fuel prices cost air carriers nearly $33 billion in

2005, twice what they spent in 2003. At a consumption rate of nearly 20 billion

gallons per year, every penny increase in the price of a gallon of jet fuel raises

annual fuel costs for U.S. air carriers by nearly $200 million. This problem can

be partially alleviated by efficiencies in airspace and procedures.

The anticipated growth and higher complexity of the air transportation system

are likely to result in increased flight delays, schedule disruptions, choke points,

inefficient flight operations, and passenger inconvenience, particularly when

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The FAA is addressing key issuesof handling UAS opperations in the

NAS including where and how frequently these flights will occur,

how they will interact with theATM system, and how these

flights will be integrated.

VLJs can takeoff from runways asshort as 3000 ft., cruise at sppeeds

of 375 kts, and opperate upp to 41,000 ft. These aircraft can

utilize more than 5,000 runwaysin the United States.

Photo courtesy of Eclipse Aviation

unpredictable weather and other factors constrain airport capacity. Without

improvements in system efficiency and workforce productivity, the FAA's cost of

operations will continue to increase. Upgrades to the air transportation system

must leverage current and evolving capabilities in the near term, while building

the foundation to address the future needs of the aviation community stakeholders.

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Over the next 10 years, 73 ppercentof the agency's 15,000 controllerswill become eligible to retire. The

agency will need to resppond byhiring, staffing and training as

many as 11,000 new controllersover this time frame. Productivity

impprovements are needed toreduce the opperational costs and

enable a reduction in staffingrequirements.

Call to Action

Responding to the challenges facing the air transportation industry, the FAA inJuly 2003 unveiled its commitment to performance-based navigation and outlinedits strategy in the Roadmap for Performance-Based Navigation. The originalRoadmap served as a call to action for both the FAA and industry. As a result,the aviation community is instituting performance-based navigation to increasesafety, efficiency, and capacity in the NAS.

This new Roadmap results from collaborative FAA and industry efforts that estab-lish a joint government/industry strategy for implementing performance-basednavigation: critical initiatives to accommodate the expected growth and complexityover the next two decades. The strategy has five key features:

Expediting the development of performance-based navigation criteria andstandards.

Introducing airspace and procedure improvements in the near term.

Providing benefits to operators who have invested in existing andupcoming capabilities.

Establishing target dates for the introduction of navigation mandatesfor selected procedures and airspace, with an understanding that anymandate must be rationalized on the basis of benefits and costs.

Defining new concepts and applications of performance-based navigationfor the mid term and far term, building synergy and integration amongother capabilities toward the realization of NGATS goals.

Since 2003, the FAA and the aviation community have made significant progresstoward meeting the goals described in the first edition of the Roadmap.Achievements have included beneficial RNAV and RNP procedures in the NASand development of new criteria, standards, and future concepts. This updatedRoadmap defines new commitments and strategies.

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Performance-Based Navigation and its Benefits

Performance-based navigation is a framework for defining a navigation per-formance specification along a route, during a procedure, or in airspace withinwhich an aircraft must comply with specified operational performance requirements.It provides a simple basis for the design and implementation of automated flightpaths and for airspace design, aircraft separation, and obstacle clearance. It alsooffers a straightforward means to communicate the performance and operationalcapabilities necessary for the utilization of such paths and airspace. Once theperformance level (i.e., the accuracy value) is established on the basis of opera-tional needs, the aircraft's own capability determines whether the aircraft cansafely achieve the specified performance and thus qualify for the operation.Within the framework of performance-based navigation, the FAA and industryhave defined RNAV and RNP specifications that can be satisfied by a range ofnavigation systems. This Roadmap provides an update on these specifications.

Aircraft navigation has long been constrained by the location of ground-basednavigation aids (NAVAIDs), which restricted aircraft paths or airspace. RNAVoperations remove the requirement for a direct link between aircraft navigationand a NAVAID, thereby allowing aircraft better access and permitting flexibilityof point-to-point operations.

RNP operations introduce the requirement for onboard performance monitoringand alerting. A critical characteristic of RNP operations is the ability of the aircraftnavigation system to monitor the navigation performance it achieves and toinform the crew if the requirement is not met during an operation. This onboardmonitoring and alerting capability enhances the pilot's situation awareness andcan enable closer route spacing without intervention by air traffic control (ATC).

Certain RNP operations require advanced features of the onboard navigationfunction and approved training and crew procedures. These operations mustreceive approvals that are characterized as Special Aircraft and AircrewAuthorization Required (SAAAR), similar to approvals required for operations toconduct instrument landing system (ILS) Category II and III approaches.

Approximately 80 percent of operations at the top 35 OEP airports are estimatedto be RNAV-1 capable, with this percentage predicted to increase to over 90 per-cent by 2010. Approximately 50 percent of transport-category aircraft are capableof basic RNP operations, and 25-30 percent are capable of RNP SAAAR approachoperations. Industry-wide forecasts predict that 80-90 percent of transport-category aircraft will be capable of basic RNP operations by 2017.

Many business aviation aircraft are also capable of RNAV and basic RNP operations(approximately 75 percent being Global Positioning System [GPS]-equipped).

RNAV-11 specifficatioons ffoorterminal SIDs and STARsrequire lateral tootal systemerroor ooff noot moore than 1 NM ffoor 955 percent ooff thefflight time.

Basic RNP requires oonbooardnavvigatioon perffoormance moonitooring and alerting. BasicRNP ooperatioons are deffined as RNP-22 en rooute, RNP-11terminal and RNP-00.3 ffinalapprooaches. Moore advvancedRNP ooperatioons havve alsoobeen speciffied as SpecialAircrafft and AircrewwAuthoorizzatioon Required((SAAAR).

RNAV-22 specifficatioons ffooren rooute prooceduresrequire tootal system erroorooff noot moore than 2 NM ffoor 955 percent ooff the fflight time.

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Some piston aircraft are capable of RNAV and basic RNP, with nearly half of allGA instrument flight rules (IFR) aircraft equipped with IFR-certified GPS navigationsystems.

RNAV and RNP specifications facilitate more efficient design of airspace andprocedures, which collectively result in improved safety, access, capacity, pre-dictability, operational efficiency, and environmental effects. Specifically, RNAVand RNP may:

Increase safety by using three-dimensional (3D) approach operations withcourse guidance to the runway, which reduce the risk of controlled flightinto terrain.

Improve airport and airspace access in all weather conditions, and theability to meet environmental and obstacle clearance constraints.

Enhance reliability and reduce delays by defining more precise terminalarea procedures that feature parallel routes and environmentally optimizedairspace corridors. Flight management systems (FMS) will then be poisedto save operators time and money by managing climb, descent, andengine performance profiles more efficiently.

Improve efficiency and flexibility by increasing use of operator-preferredtrajectories NAS-wide, at all altitudes. This will be particularly useful inmaintaining schedule integrity when convective weather arises.

Reduce workload and improve productivity of air traffic controllers.

Performance-based navigation will enable the needed operational improvementsby leveraging current and evolving aircraft capabilities in the near term that canbe expanded to address the future needs of NAS stakeholders and serviceproviders.

3D opperations are defined by a series ofppoints defining latitude, longitude and

altitude. The opperation may also sppecify a vertical ppath angle.

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Key Accomplishments

The key accomplishments in accordance with the Roadmap to date fall into threecategories: (a) implementation of new procedures and capabilities, (b) develop-ment and publication of enabling criteria and standards, and (c) international harmonization. The FAA and industry collaborated at each step to deliver theseimprovements despite challenges involving technical, operational, and human factors. The aviation community has collected extensive lessons learned and integrated them into criteria and guidance material.

Particularly noteworthy achievements in 2005 included publication of RNP SAAARapproach criteria and associated guidance for aircraft and operator approval. Theprocedures currently providing the most significant benefits to operators includethe RNAV SIDs at Dallas-Ft. Worth and Atlanta, the RNP SAAAR approaches atWashington, DC's Ronald Reagan National Airport, and Alaska Airlines' specialRNP SAAAR approach procedure into Palm Springs.

The FAA also implemented Florida airspace optimization involving new RNAVarrival routes to eliminate complex merges, new sectors to reduce controllerworkload, and new overwater routes to increase north-south capacity; benefitsinclude fewer traffic management restrictions, reduced delays, and reduced re-routes, expected to produce combined savings of $35 million annually.

SUMMARY OF KEY IMPLEMENTATIONS

66 RNAV SIDs and STARs at 17 airports in the NAS (18 RNAV STARs, 48 RNAV SIDs, plus helicopter RNAV procedures at four sites)

6 RNP SAAAR approaches

20 en route RNAV (charted as Q) routes and four RNAV IFR terminal transition (charted as T) routes

Pacific Oceanic 50 NM lateral separation standard, based on RNP-10 accuracy1

RNAV approaches (LNAV/VNAV) to over 800 runway ends

400 new RNAV approaches with LPV minima

First U.S. operational approvals for RNP SAAAR and aircraft approval for GLS

NEW CRITERIA, STANDARDS AND TOOLS

Order 8260.50, U.S. Standard for WAAS LPV Approach ProcedureConstruction Criteria

Order 8260.51, U.S. Standard for Required Navigation Performance (RNP)Instrument Approach Procedure Construction

Order 8260.52, U.S. Standard for Required Navigation Performance (RNP)Approach Procedure with Special Aircraft and Aircrew AuthorizationRequired (SAAAR)

Order 8260.53, United States Standard for Instrument Departures ThatUse Radar Vectors to Join RNAV Routes

Order 7470.1, DME/DME Evaluation

Order 8260.44A, Civil Utilization of Area Navigation (RNAV) DepartureProcedures

Depparture opperations at Hartsfield-Jackson Atlanta International Airpportwith RNAV SIDs pprovide an increased

number of depparture fixes for impprovedthroughpput and flexibility.

RNAV SIDs when fully impplemented atboth Atlanta and Dallas-FFt. Worth

are estimated to pprovide a combined total savings of

apppproximately $50 million annually.

________________1Oceanic RNP-10 is a 10-NM cross-track accuracy requirement based on ICAO regionalsupplementary procedures Doc 7030/4 PAC/RAC, Part 1, Chapter 6.

BBeeffoorree RRNNAAVV

AAfftteerr RRNNAAVV

RNP SAAAR apppproach intoWashington, DC’s Ronald Reagan

National Airpport.

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Notice 8000.326, Guidelines for Airworthiness and Operational Approvaland Procedure Design for Non-14 CFR Part 97 RNP SAAAR ApproachProcedures

Notice 8000.325, Special Area Navigation (RNAV) Transition Procedures

AC 20-153, Acceptance of Data Processes and Associated NavigationDatabases

AC 90-96A, Approval of U.S. Operators and Aircraft to Operate UnderInstrument Flight Rules (IFR) in European Airspace Designated for BasicArea Navigation (B-RNAV) and Precision Area Navigation (P-RNAV)

AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV)Operations

AC 90-101, Approval Guidance for RNP Procedures with SAAAR

Terminal Area Route Generation, Evaluation, and Traffic Simulation Tool(TARGETS)

RNAV-PRO™ DME Screening Tool

Aeronautical Information Manual Revisions for RNAV

Charting Specifications for RNAV routes and procedures

INTERNATIONAL HARMONIZATION

The FAA is currently pursuing harmonization through a series of bilateral andmultilateral collaborations:

A new effort aimed at harmonization of performance-based navigationacross North American airspace is underway under the auspices of theNorth American Aviation Trilateral (NAAT). The NAAT comprises the leadersof the FAA, Transport Canada, and Mexico's Directorate General of CivilAviation. The NAAT has included NAV CANADA (Canada's air navigationservice provider) and SENEAM (Mexico's air navigation services provider)as partners in this endeavor.

The FAA and EUROCONTROL have completed a project to harmonize theirrespective requirements for RNAV, as reflected in FAA AC 90-100 and JointAviation Authorities (JAA) Temporary Guidance Leaflet (TGL)-10. In June2005 this harmonization activity resulted in a recommendation to ICAO forICAO RNAV-1 and RNAV-2 navigation specifications.

The FAA maintains a regular dialogue with Australia's Civil Aviation SafetyAuthority as the two nations develop standards and establish RNAV andRNP in their national airspace systems. This dialogue is a valuable adjunctto the formal harmonization activities in which both states engage throughICAO.

The FAA has extensive efforts underway with General Administration of theCivil Aviation of China (CAAC) to assist in implementation of RNAV andRNP in the People's Republic of China.

The FAA has worked with the Japan Civil Aviation Bureau (JCAB) on thetechnical aspects of RNAV implementation. JCAB published an RNAVRoadmap for Japan in April 2005. The FAA participates in informal air trafficgroups with Japan in the Informal Pacific ATC Coordination Group; withNew Zealand, Australia, Tahiti, and Fiji in the Informal South Pacific ATSCoordinating Group; and with Russia in the Russian-American CoordinatingGroup for AT to further expand implementation of RNP-10 and RNP-4 inPacific oceanic airspace.

Noorth American AvviatioonTrilateral Statement oon Jooint

Strategy ffoor Implementatioon ooffPerffoormance-BBased Navvigatioon:

Area Navvigatioon ((RNAV) andRequired Navvigatioon Perffoormance

((RNP) in Noorth America.

Pictured here are the NAAT repre-sentativves, ffroom lefft too right,

Agustín Arellanoo ((Directoor General,Loos Servvicioos a la Navvegacioon en el

Espacioo Aereoo Mexicanoo((SENEAM)),Gilbertoo Lópezz Meyer((Directoor General, Civvil Avviatioon,

Mexicoo) Marioon Blakey((Administratoor, Federal AvviatioonAdministratioon), Merlin Preuss((Directoor General, Saffety and

Security, Transpoort Canada), KathyFoox ((Vice-PPresident, Operatioons,

NAV CANADA).

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The FAA and U.S. industry are engaged in a key harmonization activity throughtheir participation in ICAO's Required Navigation Performance and SpecialOperational Requirements Study Group (RNPSORSG), which is charged with pro-ducing the Performance-Based Navigation Manual. Significant ICAO harmonizationactivities include:

The FAA and EUROCONTROL coordinated development of a harmonizedRNAV standard for terminal area operations. The Performance-BasedNavigation Manual will incorporate the new standard for RNAV-1 andRNAV-2, which is reflected throughout this update to the Roadmap, as theUnited States transitions to align with the international specification. Thetransition is expected to be complete with the publication of AC 90-100A.

The FAA, with the support of industry and numerous nations that areimplementing RNP operations, has defined design criteria for U.S. proce-dures for RNP approaches. These criteria, originally developed with theparticipation of industry and international experts, use values betweenRNP-0.3 and RNP-0.1. They have been submitted to the ICAO ObstacleClearance Panel for adoption in ICAO Document 8168, Procedures for AirNavigation Services - Aircraft Operations (PANS OPS). ICAO is expected toadopt RNP Approach (Authorization Required) criteria in 2007.

The FAA has submitted elements of the U.S. aircraft and operator require-ments for RNP Approach (Authorization Required) to the ICAO RNPSORSGfor inclusion in the Performance-Based Navigation Manual, expected laterin 2006.

ICAO, with support from the FAA, is developing international guidance andspecifications for standard RNP-2, RNP-1 and RNP-0.3 operations. Thesespecifications will be published in the Performance-Based NavigationManual.

The FAA will also work through its membership in ICAO regional forums, such asthe Planning and Implementation group for the Caribbean and South AmericaRegions and Regional ICAO groups such as North Atlantic Systems PlanningGroup and Asia Pacific Air Navigation Planning and Implementation RegionalGroup, to share expertise, lessons learned, and plans for performance-basednavigation.

Transition Overview

The transitions described in the Roadmap fall into three timeframes: near term(2006-2010), mid term (2011-2015), and far term (2016-2025). Initiatives inthe near term focus on realizing the value of investments by operators in currentaircraft and new aircraft acquisitions, as well as FAA investments in satellite-basednavigation and conventional navigation infrastructure. Key components includewide-scale RNAV implementation and the introduction of RNP for en route, terminal,and approach procedures. Efforts in the mid term center on shifting to predomi-nantly RNP operations for improving flight efficiency and airport access. Themid-term strategy employs RNAV extensively to improve flight operations NAS-wide. Far-term activities concentrate on performance-based operations in theNAS, through integrated RNP, RCP, and RSP; optimized airspace; automationenhancements; and modernization of communications, navigation, and surveillance(CNS) infrastructures. The transition overview is summarized below, with mandateshighlighted in the mid term and far term.

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Near Term (2006-2010)

En RouteRNAV Q routesRNP-2 routesT routes and lower MEAsRequirements to incorporate aircraft navigation capabilities into en route automation

OceanicRNP-10 and 50/50 NM lat/longPacificRNP-10 and 60 NM lat in WATRSExpand 30 NM longitudinal/30 NM lateral separation (30/30)in the PacificExplore RNP-4 in NAT

TerminalRNAV SIDs/STARs at OEP airportsRNP-1 SIDs/STARs where benefi-cialAutomation requirements formerging RNAV arrivalsConcepts for RNAV and RNP with3D, constant descent arrivals(CDA), and time of arrival control

ApproachAt least 25 RNP SAAAR per year300 RNAV (GPS) per yearStandards for closely spaced andconverging runway operationsbased on RNP

Mid Term (2011-2015)

En RouteRNP-2 routesT routes and lower MEAsEnhanced automation incorporatingaircraft navigation capabilitiesAt end of mid term, mandate RNP-2 at and above FL290, andmandate RNAV at and aboveFL180

OceanicLimited RNP-4 and 30 NM lat inWATRSIncrease use of operator-preferredroutes and dynamic re-routes

TerminalRNAV SIDs/STARs at many of thetop 100 airportsRNP-1 or lower SIDs/STARs where beneficialAirspace redesign and proceduresfor RNAV and RNP with 3D, CDA,and time of arrival controlAt the end of mid term, mandateRNAV for arriving/departing at OEP Airports

ApproachAt least 50 RNP per year300 RNAV (GPS) per yearClosely spaced parallel and con-verging runway operations basedon RNPSatellite-based low visibility landing and takeoff procedures(GLS)

Far Term (2016-2025)

Performance-Based NASOperations

RNP Airspace at and above FL290Separation assurance throughcombination of ground and airborne capabilitiesStrategic and tactical flow management through system-wide integrated ground and airborne information systemSystem flexibility and responsiveness through flexiblerouting and distributed decision-makingOptimized operations through integrated flight planning, automation and surface management capabilitiesMandate RNAV everywhere inCONUSMandate RNP in busy en routeand terminal airspace

At end of mid term, mandate RNP-2 at and above FL290, andmandate RNAV at and aboveFL180

At the end of mid term, mandateRNAV for arriving/departing atOEP Airports

Mandate RNAV everywhere inCONUSMandate RNP in busy en routeand terminal airspace

The key tasks involved in the transition to performance-based navigation are:

Establish navigation service needs through the far term that will guideinfrastructure decisions

- Specify needs for navigation system infrastructure, and ensure fundingfor managing and transitioning these systems

Define and adopt a national policy enabling additional benefits based onRNP and RNAV

Identify operational and integration issues between navigation and surveillance, air-ground communications, and automation tools that maximize the benefits of RNP

Support mixed operations throughout the term of this Roadmap, in particular considering navigation system variations during the near termuntil appropriate standards are developed and implemented

Initiate rulemaking for mandates 7-10 years in advance

- To support Department of Defense requirements, the FAA will develop the policies needed to accommodate the unique missionsand capabilities of military aircraft operating in civil airspace

Harmonize the evolution of capabilities for interoperability across airspace operations

Increase emphasis on human factors, especially on training and proce-dures as operations increase reliance on appropriate use of flight decksystems

Facilitate and advance environmental analysis efforts required to supportthe development of RNAV and RNP procedures

Maintain consistent and harmonized global standards for RNAV and RNPoperations.

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Recent coollabooratioon betwweenFAA and the avviatioon coommunity

oon navvigatioon inffrastructuresustainment is being accoom-

plished throough the NavvigatioonEvvoolutioon Woorking Grooup, wwithan expected publicatioon ooff theNavvigatioon Evvoolutioon Rooadmap

later in 2006

Near Term (2006-2010) Priorities

The near-term strategy will focus on expediting the implementation and prolifera-tion of RNAV and RNP procedures in the NAS by using the increasing navigationcapabilities in the inventory. As demand for air travel continues at healthy levels,choke points will develop and delays at the OEP 35 airports will continue to climb.RNAV and RNP procedures will help alleviate those problems. The fleet at the OEPairports reflects an average of 80 percent RNAV-1 capability and this is expectedto reach over 90 percent by the end of the near term. Continued introduction ofRNAV and RNP procedures in the NAS will not only provide benefits and savingsto the operators but also encourage further equipage. Additionally, key FAA andindustry initiatives in this time frame will pave the road for mid-term and far-term capabilities.

EN ROUTE OPERATIONAL CAPABILITIES AND MILESTONES

For airspace and corridors requiring structured routes for flow management, theFAA will establish RNAV routes (charted as Q routes). Q routes provide efficientflows between busy airports and feature limited entry and exit points, like“express lanes” on the highway. Parallel Q routes will be established wherenecessary to meet increasing traffic levels. In 2006 the FAA will publish 23 newQ routes, primarily in the western and southwestern United States.

During the near term, airspace redesign will extend into the southeastern UnitedStates. Non-restrictive routing (NRR) operations will be based on the NationalReference System (NRS).2 The NRS, a grid of waypoints overlying the UnitedStates, will be used to provide a basis for non-restrictive routing operations. Inthe NRR service environment, if the aircraft is RNAV capable the user can planthe most advantageous path for portions of a proposed route of flight.

The FAA will implement RNP-2 routes to enable reduced route spacing (e.g., innon-radar areas) and increased capacity, flexibility, and weather avoidance.RNP-2 routes will potentially permit 8 NM en route track spacing in both radarand non-radar airspace where RNP-2 aircraft capability exists and where proceduresand automation tools support these operations. For readiness in the mid term,the FAA will establish requirements for new automation to improve traffic flowmanagement, dynamic rerouting, and conflict probe of RNP-2 routes.

To benefit GA operators, the FAA is creating low-altitude RNAV routes (publishedas Tango [or T] routes) in selected terminal areas. T routes allow aircraft to transitClass B and C airspace more efficiently than the existing paths that rely onground-based NAVAIDs and radar vectoring. In 2006, the FAA will implement 10new T routes. T routes are also being established in some areas where NAVAIDdecommissioning has limited conventional IFR service between key airports. TheFAA will evaluate T routes for use along coastlines and other areas; for example,to avoid military use airspace. Where structured routes are unnecessary, RNAV-capable GA operators will continue to request and fly direct.

GPS makes it possible to lower minimum en route altitudes (MEAs). LoweringMEAs improves flight safety by avoiding icing and turbulence at higher altitudes,

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OEP 35 AirportsAtlanta Hartsfield-Jackson International ATLBaltimore-Washington International BWIBoston Logan International BOSCharlotte/Douglas International CLTChicago Midway MDWChicago O'Hare International ORDCincinnati-Northern Kentucky CVGCleveland-Hopkins International CLEDallas-Fort Worth International DFWDenver International DENDetroit Metro Wayne County DTWFort Lauderdale-Hollywood International FLLGeorge Bush Intercontinental IAHGreater Pittsburgh International PITHonolulu International HNLLambert St. Louis International STLLas Vegas McCarran International LASLos Angeles International LAXMemphis International MEMMiami International MIAMinneapolis-St Paul International MSPNew York John F. Kennedy International JFKNew York LaGuardia LGANewark International EWROrlando International MCOPhiladelphia International PHLPhoenix Sky Harbor International PHXPortland International PDXRonald Reagan National DCASalt Lake City International SLCSan Diego International Lindbergh SANSan Francisco International SFOSeattle-Tacoma International SEATampa International TPAWashington Dulles International IAD

________________2The NRS is the basis for flight plan filing and operations in the redesigned high altitude envi-ronment. The NRS provides increased flexibility to en route flight operations and controllersby allowing more efficient tactical route changes that ensure aircraft separation.

Flying looww altitude IFR in theNoorth Caroolina cooastal area, piloots

using RNAV nooww havve better accesstoo the Outer Banks, throough a neww

T rooute ((T-2243).

and allows maximum use of available airspace. Alaska has already establishedlower MEAs, and this has yielded safety benefits. In 2006, the FAA will establishlower MEAs on five existing IFR airways in CONUS, which will require changes toautomation.

OCEANIC OPERATIONAL CAPABILITIES AND MILESTONES

To promote global harmonization, the FAA continues to work closely with itsinternational partners in promulgating reduced oceanic longitudinal/lateral sepa-ration minima between aircraft approved for RNP-10 and RNP-4 operations. Duringthe near term, the current RNP-10 routes in the Pacific Region will continue,with the Oakland Air Route Traffic Control Center (ARTCC) using the AdvancedTechnologies and Oceanic Procedures (ATOP) Ocean21 system. Ocean21 supportsthe Future Air Navigation System (FANS) 1/A automatic dependent surveillance-contract (ADS-C) functionality necessary for the automated application of 50 NMlongitudinal separation. The Ocean 21 automation sytsem now in use at New Yorkand Oakland ARTCCs has enhanced ATC capability to support RNP operations byreducing separation standards for RNP-approved aircraft. Anchorage ARTCC isexpected to convert fully to Ocean21 for portions of its oceanic airspace in 2007-2008.

In December 2005 the United States began using 30 NM horizontal separationbetween RNP-4 approved aircraft flying between California and the South Pacificregion. With lessons learned from these trials, the FAA plans to expand operationalimplementation to other oceanic airspace, beginning in the Pacific. This reducedhorizontal separation for aircraft that demonstrate more stringent RNP capabilityand other CNS features is part of a worldwide ICAO-coordinated effort to improveair traffic and air navigation services.

The North Atlantic (NAT) ICAO Region has implemented Minimum NavigationPerformance Specifications (MNPS), and the FAA is heading an initiative involvingboth the ICAO NAT and Caribbean Regions to redesign the airspace and reduceseparation in the West Atlantic Route System (WATRS) and surrounding areas.The goal of this program is to implement RNP-10 by the end of 2008. UsingRNP-10 in this complex airspace area will permit lateral separation to be reducedfrom 90 NM to 60 or 50 NM. Both ICAO Regions support the introduction of RNP-4in the NAT in the near term provided analyses demonstrate this would producebenefits.

TERMINAL OPERATIONAL CAPABILITIES AND MILESTONES

RNAV in the terminal domain is improving airspace design at many of the busiestairports in the United States through better use of arrival and departure corridors.RNAV also helps to reduce conflict between traffic flows by consolidating flighttracks. RNAV SIDs and STARs improve safety, capacity, and flight efficiency. Forexample, these procedures are already reducing controller-pilot communicationsin Atlanta and Dallas-Ft. Worth by up to 50 percent and in the process alsolowering communication errors.

In 2006, the FAA will publish 90 RNAV SIDs and STARs and make associatedchanges in airspace design. The FAA will implement RNAV SIDs and STARs at theOEP airports by the end of the near term. In addition, the FAA will implementRNP SIDs and STARs, in certain cases applying advanced functionality such asradius-to-fix (RF) path terminators to ensure repeatable turns where beneficialand to permit more efficient design of limited airspace.

14

ATOP has been impplemented in New York and Oakland Air RouteTraffic Control Centers (ARTCC).ATOP Ocean21 system (ppictured

here) supppports reduced sepparationstandards for RNP-aapppproved

aircraft.

The FAA is establishing the following strategies for RNAV and RNP SIDs:

1. Introduce RNAV-1 SIDs to ensure maximum reduction in controller-pilot com-munications and to meet environmental or obstacle clearance requirements.

2. Establish diverging RNAV-1 departure paths where feasible to take advantageof available airspace for maximum runway throughput.

3. Where operationally feasible, apply seamless procedures from RNAV-1 SIDsto en route entry points to achieve smooth transition between terminal anden route RNAV operations.

4. Sequence departures to maximize benefits of RNAV; identify automationrequirements for traffic flow management, sequencing tools, flight planprocessing, and tower data entry activities.

5. Apply RNP-1 SIDs where RNAV-1 SIDs do not maximize benefits.

The FAA is establishing the following implementation strategies for RNAV and RNPSTARs:

1. For maximum benefit, apply RNAV-1 STAR runway transitions that connectRNAV STARs to a standard instrument approach procedure (SIAP).

2. In moderate to heavy traffic areas with merging RNAV arrival streams,identify requirements for tactical controller tools that maximize efficiency andthroughput for RNAV arrival operations.

3. Develop operational concepts and requirements for constant descent arrivals(CDAs) and for applying time of arrival control based on RNAV and RNPprocedures.

4. Implement RNP-1 STARs where RNAV-1 STARs do not maximize benefits.

APPROACH OPERATIONAL CAPABILITIES AND MILESTONES

Operational changes, especially in the approach domain, are required in order toretain capacity in adverse weather conditions. One means for enabling suchchanges is to provide instrument approaches to nearly all runways. Instrumentoperations, in turn, can be improved by de-conflicting traffic flows or removingdependencies between flows, thus increasing capacity. Enabling approaches toairports with closely spaced parallel runways, even during reduced visibilityconditions, has proven particularly useful.

To achieve optimum runway capacity in low visibility conditions, the FAA is intro-ducing new RNAV approaches to runways without existing instrument procedures.RNAV approaches include: (a) minima for Wide Area Augmentation System(WAAS)-enabled localizer performance with vertical guidance (LPV), (b) minima for vertically guided approach services based on lateral navigation/verticalnavigation (LNAV/VNAV), and (c) minima for non-precision approaches based onLNAV.3 RNAV approaches with LPV minima provide services equivalent to ILSCategory I. To avoid expenditures for new ILS, the FAA is developing RNAVapproaches at a rate of 300 per year.

15

RNAV-11 STAR connecting to SIAP

Advanced features such as RF ppathterminators allow for the design ofpprocedures that deliver measurable

benefits to those opperatorsequipppped to execute them.

Terminal automation requirements arebeing identified that would pprovide

merging tools for controllers.

________________3Specifications for construction of LNAV/VNAV and LNAV approaches will soon be definedbased on new and improved standards for RNP-0.3.

Radius to a Fix (RF) Path Terminator

RNP SAAAR instrument approaches permit de-confliction of operations betweenadjacent airports and allow better runway access. Busy terminal areas and airportswith challenging terrain have the greatest need for this capability. The FAA isdeveloping RNP SAAAR approaches to runways that require features such as RNPless than 0.3, RF legs, and precise, guided turns on the missed approach. For2006, the FAA will publish at least 15 RNP SAAAR approaches, with another 15 in development. Starting in 2007, the FAA will publish at least 25 per year. Close collaboration between the FAA and industry will determine the priority ofimplementation sites. In addition, operators will retain the option of developingproprietary special procedures tailored to their own needs.

The FAA will also continue the evolution of the Ground-Based AugmentationSystem (GBAS)4 for use in GNSS (Global Navigation Satellite System) LandingSystem (GLS)5 approach operations to improve access in low-visibility conditions.GLS will allow Category I, II and III precision approaches to non-ILS runwayswhere a suitable GBAS is installed. GLS will enhance efficiency and capacity bymitigating the need for critical area protection as is the case during ILS operations.It will also reduce the reliance on the aging ILS infrastructure. Non-federal GBASinstallations and GLS approaches are expected in the near term.

Operators and manufacturers are pursuing the use of enhanced flight visibilitysystems (EFVS) to further improve runway access and evolve to “equivalent visual operations” in IMC. EFVS uses advanced sensor technology and head-upguidance systems to provide flight crews the performance necessary for approvalto fly straight-in approaches from existing decision altitudes down to 100’ heightabove touchdown.

16

A beneffits-ddrivven strategyffoor RNP SAAAR approoach

implementatioon

RPAT (Parallel Approach Transition) RNP will improve access to airports with parallel runways(separated by less than 4300 feet). RPAT applies during marginal VMC, when the airportacceptance rate is reduced due to discontinued use of parallel visual approaches.

In respponse to industry interestin achieving a higher ppace ofimpplementation, the FAA is

developping ppolicy for delegatingpprocedure developpment to the

pprivate sector.

________________

4GBAS is a ground-based facility that provides local GPS corrections to onboard receivers.GBAS is currently an FAA research and development project. The FAA continues to makeprogress by resolving the integrity risks that pose the largest implementation challenges. By September 2006, the FAA's GBAS Office expects to complete the integrity analysis andembed improved integrity monitoring algorithms in a prototype system that will be used toenable industry compliance with ICAO Standards and Recommended Practices.

5GLS is a precision landing operation using GPS signals augmented by a GBAS. The system is intended to provide landing and taxi guidance capability for air carrier operations in low-visibility conditions.

Photos Courtesy of the Boeing Company.

GLS wwill allooww ffoor Categoory II and IIIprecisioon approoaches too noon-IILSrunwways wwhere a suitable GBAS

is avvailable.

ILS Course

Clouds Clearof Clouds

Missed Approach Point

IAF

Min

imu

m 5

00

0 F

eet

No Transgression Zone

VisualAcquisitionRequired

Abandoning theApproach

>750 ft

17

SUMMARY OF NEAR-TERM (2006-2010) COMMITMENTS

IMPLEMENTATION OF PROCEDURESCompletion of RNAV SID and STAR procedures at the OEP 35 airportsApproaches - at least 25 RNP SAAAR, 300 RNAV (GPS) with LNAV,LNAV/VNAV and LPV lines of minima per year23 Q routes in 2006RNP-2 routes in en routeOceanic RNP combined with other capabilities for reduced separation minimaT routes and lower MEAsRNP-1 SIDs and STARsNon-federal GBAS installations and GLS approaches

NEW ENABLING CRITERIA AND STANDARDS

Approval guidance and obstacle clearance criteria for basic RNP andadvanced functionality RNP-1 SIDs and STARsRNP track separation for radar and non radarParallel runway operations based on RNAV and RNP

POLICY

By 2008, issue rulemaking for RNAV and RNP mandates for the mid termPolicy for delegation of authority to private sector for development ofpublic proceduresPolicy for beneficial access and service to RNAV- and RNP-capable aircraftPolicy for cancellation of conventional procedures

REQUIREMENTS ANALYSIS AND CONCEPT DEVELOPMENT

RNP operations in mixed environmentsAirspace and procedures supporting 3D, CDAs, and time of arrival controlFlight plan filing and processing for RNP operationsTerminal arrival merging tools enabling maximum benefits of RNAV andRNPConverging runway and closely-spaced parallel runway operations basedon RNPRequirements for traffic flow management, dynamic rerouting, conflictprobe of RNP routes, and enhanced surveillanceOperational needs for lower RNP values

RNP<2 en route, RNP<1 terminal, RNP<0.3 approach

Mid Term (2011-2015) Priorities

In the mid term, increasing demand for air travel will continue to challenge theefficiencies of the air traffic management system. Nearly 900 million passengerenplanements are projected for 2011, increasing to one billion enplanements bythe end of the mid term.

While the hub-and-spoke system will remain largely the same as today for majorairline operations, the demand for more point-to-point service will create newmarkets and spur increases in low-cost carriers, air taxi operations, and on-demand services. Additionally, the emergence of VLJs is expected to create newmarkets in the general and business aviation sectors for personal, air taxi, andpoint-to-point passenger operations. As many as 2,500 VLJs are projected to beoperating in the NAS by the beginning of the mid term. Many airports will thusexperience significant increases in unscheduled traffic. In addition, many destina-tion airports that support scheduled air carrier traffic are forecast to grow (e.g.,Tucson and Palm Beach), and to experience congestion or delays if efforts toincrease their capacity fall short. As a result, additional airspace flexibility will benecessary to accommodate not only the increasing growth, but also the increasingair traffic complexity.

The mid term time frame will benefit from opportunities resulting from modernizedinfrastructure. The En Route Automation Modernization (ERAM) program will be inplace beginning in 2011, providing a platform for new capabilities. Flight planningand flight data processing will be improved to account for navigation capabilitiessuch as RNP-2 and RNP-1 (or lower). Upgrades to the Center-TRACON AutomationSystem Traffic Management Advisor and installation of the Standard TerminalAutomation Replacement System will improve arrivals and departures at manyairports. Traffic flow management modernization capabilities will facilitate thesmooth flow of traffic even when resources are constrained. Airspace redesignwill be based on procedures and standards using RNAV and RNP. Additionally, asa result of an increasingly well-equipped fleet in the inventory, capability to meetRNAV operations will reach nearly 90 percent.

The mid term will leverage these increasing flight capabilities based on RNAV andRNP, with a commensurate increase in benefits such as fuel-efficient flight pro-files, better access to airspace and airports, greater capacity, and reduced delay.These incentives, which should provide an advantage over non-RNP operations,will expedite propagation of equipage and the use of RNP procedures. The FAAwill offer beneficial access to RNP-2 routes and will introduce RNP-1 routes toimprove flight efficiency.

To increase the capacity of en route airspace, the FAA expects to mandate RNP-2for operations at and above FL290 and RNAV-2 for operations at and above FL180by the end of the mid term. In order to manage busy airport arrivals and depar-tures safely and efficiently, RNAV-1 will be mandated for arrivals and departuresat OEP airports by the end of the mid term. These mandates are needed to handlethe increases in traffic demand and complexity, to relieve choke points, and toprovide flexible routing options.

Concurrently, conventional routes and procedures meeting established policy forcancellation will be phased out during the mid term.

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Airports needing additional capacity by theend of the mid term:

Metropolitan Oakland International(OAK)

Bob Hope (Burbank, CA) (BUR)

Long Beach (LGB)

John Wayne-Orange County (SNA)

Tucson International (TUS)

Albuquerque International Sunport(ABQ)

San Antonio International (SAT)

Houston Hobby (HOU)

Chicago O’Hare International (ORD)

New York LaGuardia (LGA)

New York Kennedy International (JFK)

Newark Liberty International (EWR)

Philadelphia International (PHL)

Palm Beach International (PBI)

Fort Lauderdale-HollywoodInternational (FLL)

Airports in the OEP are italicized.

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To achieve efficiency and capacity gains partially enabled by RNAV and RNP, theFAA and aviation industry will pursue use of data communications (e.g., for controller-pilot communications6) and enhanced surveillance functionality (e.g.,ADS-Broadcast [ADS-B]7). Data communications will make it possible to issuecomplex clearances easily and with minimal errors. ADS-B will expand or augmentsurveillance coverage so that track spacing and longitudinal separation can beoptimized where needed (e.g., in non-radar airspace). Initial capabilities forflights to receive and confirm 3D clearances and time of arrival control based onRNP will be demonstrated in the mid term. With data link implemented, flightswill begin to transmit 4D trajectories (a set of points defined by latitude, longitude,altitude, and time.) Stakeholders must therefore develop concepts that leveragethis capability.

EN ROUTE EVOLUTION

RNAV OperationsIn the mid term, RNAV will continue to enable use of operator-preferred flightpaths not tied to the location of ground-based NAVAIDs. RNAV-2 operations forflight in positive control airspace (i.e., at or above FL180) are expected to bemandated by 2015. This will enable airspace redesign and route optimizationbased on RNAV-2 operations. RNAV operations based on use of distance measuringequipment, inertial reference unit, and GPS are expected to continue through themid term.

Where structure is needed for routing around and through busy terminal areas,the FAA will develop additional T routes serving low-altitude operators flying inclose proximity to large airports. Where structure is not needed, these operatorswill fly direct routings.

Implementation of RNPCurrently, operations at and above FL290 comprise over 80 percent of en routeoperations in the NAS, and this traffic is expected to increase significantly duringthe mid term. RNP-2 operations in this airspace will enable better routing formanaging en route efficiency. Airspace will be redesigned for RNP operations basedon consistent, repeatable paths for improved throughput into en route airspace,primarily in the transition sectors from terminal airspace. By the end of the midterm the FAA expects to mandate RNP-2 capability for operations at or aboveFL290 to capture airspace benefits, permit fuel-efficient flight profiles, reducecontroller workload, and improve capacity. Such a mandate would be drivensubstantially by the expected growth of airspace operations and the delivery ofclear benefits that outweigh the costs.

NRR will support RNP routes that will extend from a departure waypoint (or“pitch” point) through the en route segment and terminate at an arrival waypoint(or “catch” point). These pitch and catch points will be more flexible and morenumerous than today's departure and arrival fixes. As more operators takeadvantage of NRR, the use of the published route structure will decline. Thecompletion of airspace redesign efforts and the expansion of NRR based on RNPwill facilitate the elimination of conventional routes.

________________6The FAA's data link efforts are currently focused on an imminent Investment AnalysisReadiness Decision by the FAA's Executive Committee in September 2006, followed by aJoint Research Council (JRC) 2A scheduled for March 2007.

7The FAA's ADS-B Program recently completed JRC 2B. The next decision point is the JRC2B scheduled for February 2007, which is the final investment decision for NAS-wide imple-mentation.

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By the end of the mid term other benefits of RNP will have been enabled, such asflexible procedures to manage the mix of faster and slower aircraft in congestedairspace and use of low RNP values and narrow routing corridors to avoid convectiveweather or military use airspace. In addition, flexible RNP rerouting will bedemonstrated as aircraft become capable of reroutes using fixed radius transitionsand RF legs.

Automation for RNAV and RNP OperationsBy the end of the mid term enhanced en route automation will allow the assign-ment of RNAV and RNP routes based upon specific knowledge of an aircraft's RNPcapabilities. En route automation will use collaborative routing tools to assignaircraft priority, since the automation system can rely upon the aircraft's abilityto change a flight path and fly safely around problem areas. This functionality willenable the controller to recognize aircraft capability and to match the aircraft todynamic routes or procedures, thereby helping appropriately equipped operatorsto maximize the predictability of their schedules.

Conflict prediction and resolution in most en route airspace must improve as NRRusage increases. Path repeatability achieved by RNAV and RNP operations willassist in achieving this goal. Mid-term automation tools will facilitate the intro-duction of RNP offsets and other forms of dynamic tracks for maximizing thecapacity of airspace. By the end of the mid term, en route automation will haveevolved to incorporate more accurate and frequent surveillance reports throughADS-B, and to execute problem prediction and conformance checks that enableoffset maneuvers and closer route spacing (e.g., for passing other aircraft andmaneuvering around weather).

OCEANIC EVOLUTION

In the mid term, the United States will endeavor to work with international airtraffic service providers to promote the application of RNP-10 and RNP-4 inadditional subregions of the oceanic environment. The purpose is to achieve50/50 and 30/30 NM separation minima between qualified aircraft with ADS-Cand controller-pilot data link communication capabilities. This effort could yielda seamless oceanic standard across service provider boundaries. Benefits willinclude more direct, wind-efficient routings and greater flight path flexibility.

The FAA will also explore benefits and plans for implementing longitudinal/lateralseparations below 30/30 NM. In addition, operator-preferred routes and dynamicrerouting will be expanded in the Pacific and implemented in the Atlantic.

TERMINAL EVOLUTION

During this period, RNAV-1 will become a required capability for flights arrivingand departing OEP airports. Specific OEP airport mandates will be based upon theneeds of the airspace, such as the volume of traffic and complexity of operations.This will ensure the necessary throughput and access, as well as reduced con-troller workload, while maintaining safety during high traffic demand.

The FAA expects to employ RNAV-1 SIDs and STARs at many of the top 100 air-ports in the NAS, and at satellite airports located within busy terminal airspace.With RNAV-1 operations as the predominant form of navigation in terminal areasby the end of the mid term, the FAA will have the option of removing conventionalterminal procedures that are no longer expected to be used.

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RNP SIDs and STARsRNP-1 SIDs and STARs will be implemented at the nation's busiest airports toprovide efficient paths and optimal spacing of flows. RNP-1 SIDs will enable con-sistent, predictable flight tracks and additional egress routes for higher throughputto mitigate delays. RNP-1 STARs will connect to approaches using 3D operationsand time of arrival control as appropriate to provide arrival efficiency. The aviationcommunity will conduct trials that combine data link and enhanced automationcapabilities to achieve improved strategic management for sequencing and spacing.

RNP SIDs and STARs based on lower RNP values will be introduced as necessary toachieve closer track spacing and efficiencies where aircraft capabilities exist. TheFAA will pursue institution of curved parallel paths for both departures and arrivalsin this time frame to achieve higher throughput and runway utilization at airportswith parallel runways.

Terminal Automation Terminal automation will be enhanced with tactical controller tools to managecomplex merges in busy terminal areas. As data communications become available,the controller tools will apply knowledge of flights’ estimates of time of arrival atupcoming waypoints, and altitude and speed constraints, to create efficientmaneuvers for optimal throughput.

Terminal automation will also sequence flights departing busy airports moreefficiently than today. This capability will be enabled as a result of RNP and flowmanagement tools. Flights arriving and departing busy terminal areas will followautomation-assigned RNP routes.

APPROACH CAPABILITY EVOLUTION

In the mid term, implementation priorities for instrument approaches will still bebased on RNAV and RNP. The FAA will continue to add approaches with LPV minimaat a rate of 300 or more per year. As processes for developing approaches becomestreamlined or are delegated, the introduction of RNP SAAAR approaches willcontinue at a faster pace than in the near term, with at least 50 such approachesimplemented per year. RNP SAAAR approach procedures will lay the foundationfor reduced separation and will maximize throughput to parallel runways andconverging runways.

To accomplish this, RNP SAAAR approach procedures will leverage enhancedsurveillance capabilities. Flight deck automation that meets the requirements foraids to visual acquisition (e.g., cockpit display of traffic information with position/state information about proximate traffic) may be an option for this time frame.

Use of EFVS is expected to increase throughput as operators pursue additionaltaxi, take-off, and landing applications in conjunction with approach applications.

Development of public GLS approaches will lead to improved access and efficiencyat airports without ILS.

Future groound-bbased tacticalcoontrooller tooools wwill assist thecoontrooller wwith coompressioon

management and merge pooints,too maintain efffficient fflooww intoo

the airpoort.

Curvved parallel RNP rooutes oontooffinal approoach.

The FAA and industry are pursuinguse ooff enhanced fflight vvisibility systems too achievve "equivvalent

vvisual ooperatioons”.

22

SUMMARY OF MID-TERM (2011-2015) COMMITMENTS

IMPLEMENTATION OF PROCEDURES AND AIRSPACE

For domestic en route, RNP-2 required operations at and above FL290at end of mid term

Lower RNP available where needed for benefit

For domestic en route, RNP-2 available, RNAV-2 required operations atand above FL180 at end of mid term

Lower RNP available where needed for benefit

Enhanced automation incorporating aircraft navigation capabilities

Oceanic RNP combined with other capabilities for reduced separationminima where beneficial, and increased use of operator-preferredroutes in oceanic operations

Additional T routes and lower MEAs

For arriving and departing all OEP airports, RNP-1 SIDs/STARs available,RNAV-1 SIDs/STARs required at end of mid term

Controller tools for complex merges

Improved sequencing for arrivals and departures

Airspace redesign and procedures for RNAV and RNP with 3D, CDA,and time of arrival control where beneficial and feasible

At least 50 RNP approaches, 300 RNAV (GPS) approaches per year

Development of public GLS approaches

Closely spaced parallel and converging runway operations based onRNP

Cancellation of conventional procedures meeting established policy(near-term)

ENABLING CRITERIA AND STANDARDS

Standards for integrated RNP, RSP, RCP

Equivalent visual operations criteria

POLICY

Rulemaking for all mandates

Enhanced flight visibility for takeoff, taxi, landing

REQUIREMENTS ANALYSIS AND CONCEPT DEVELOPMENT

Procedures and automation for integrating RNP, RCP, RSP

Enhanced traffic flow management tools

Procedures and automation for integrated flight planning, routing, sequencing

By ennd of mmid terrmm:Manndate RNP-22 forroperrationnss at orr aboveFL290Manndate RNAV-22 forroperrationnss at orr aboveFL180Manndate RNAV-11 SIIDss annd STARss forr arrrrivinng/deparrtinng OEP airrporrtss

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Far Term (2016-2025): Achieving a Performance-BasedNAS

The far-term environment will be characterized by continued growth in air traveland increased air traffic complexity. For example, FAA forecasts suggest that in2016 U.S. commercial air carriers will fly a total of 1.6 trillion aircraft seat milesand transport more than a billion passengers. Nearly 250 million passengers areprojected to fly between the United States and the rest of the world, with thelargest growth (averaging 5-7 percent annually) predicted in the Asian, Pacific,and Latin American markets. The hub-and-spoke system will probably remain theprimary mechanism for transporting passengers in this time frame; however, asin the mid term, the demand for point-to-point service and on-demand air taxiservice is expected to constitute an ever-increasing share of the total market.Socio-economic factors suggest that the majority of point-to-point services willbe needed at satellite airports surrounding the busiest metropolitan airports. Thisgrowing segment of the market will likely be served by VLJs and regional jets.Forecasts for more than 200 metropolitan areas in the United States suggest thatin this time frame more than 90 percent of the capacity at the OEP 35 airportswill be used and numerous other airports will require additional capacity.

No one solution or simple combination of solutions will address the inefficiencies,delays, and congestion anticipated to result from the growing demand for airtransportation. Therefore, the NAS needs an operational concept that exploits thefull capability of the aircraft in this time frame and combines key performance-based elements (including RNP, RCP, and RSP) into a unified overall concept forachieving performance-based operations aligned with future goals of the JPDO.

The key strategies for instituting performance-based operations employ an inte-grated set of solutions.

1. Airspace operations will take advantage of advanced aircraft capa-bilities.

Aircraft equipped with data communications, integrated displays, andFMS

Aircraft position and intent information directed to automated, ground-based problem resolution

Strategic and tactical flight deck-based separation assurance in selectedsituations, including problem detection and resolution8

2. Strategic and tactical flow management will improve through use ofNAS-wide, integrated airborne and ground information exchange.

Ground-based system knowledge of real-time aircraft intent with accurateaircraft position and trajectory information available through data link toground automation

Real-time sharing of NAS flight demand and other information achievedvia ground-based and air-ground communication between air trafficmanagement and operations planning and dispatch

Improved metering of traffic arriving and departing busy terminal areas

________________8Airspace employing this concept has been referred to as “autonomous” airspace.

Numeroous OEP airpoorts wwillexceed their proojected capacity

in the ffar term.

Airports expected to need additional capacity in the far term:

Ontario International (ONT)

Las Vegas McCarran International(LAS)

Chicago Midway International (MDW)

Birmingham International (BHM)

Hartsfield-Jackson AtlantaInternational (ATL)

Bradley International (BDL: WindsorLocks, CT)

T.F. Green (PVD: Providence, RI)

Long Island MacArthur (ISP)

Metropolitan Oakland International(OAK)

Bob Hope (Burbank, CA) (BUR)

Long Beach (LGB)

John Wayne-Orange County (SNA)

Tucson International (TUS)

Albuquerque International Sunport(ABQ)

San Antonio International (SAT)

Houston Hobby (HOU)

New York LaGuardia (LGA)

Newark Liberty International (EWR)

Airports in the OEP are italicized.

3. Overall system responsiveness will be achieved through flexiblerouting and well-informed, distributed decision-making.

System adapts rapidly to changing meteorological and airspace conditions

System leverages advanced navigation capabilities such as fixed radiustransitions, RF legs, and RNP offsets

Increased use of operator-preferred routing and dynamic airspace

Increased collaboration between service providers and operators

4. Operations at the busiest airports will be optimized through anintegrated set of capabilities for managing pre-departure planninginformation, ground-based automation, and surface movement.

RNP-based arrival and departure structure for greater predictability

Ground-based tactical merging capabilities in terminal airspace

Integrated capabilities for surface movement optimization to synchro-nize aircraft movement on the ground

Improved meteorological and aircraft intent information shared via datalink

ELABORATION OF KEY STRATEGIES

Airspace operations in the far term will make maximum use of advanced flightdeck automation that integrates CNS capabilities. RNP, RCP, and RSP standardswill define these operations. Separation assurance will remain the principal taskof air traffic management in this time frame. This task is expected to leverage acombination of aircraft and ground-based tools. Tools for conflict detection andresolution, and for flow management, will be enhanced significantly to handleincreasing traffic levels and complexity in an efficient and strategic manner.

Strategic problem detection and resolution will result from better knowledge ofaircraft position and intent, coupled with automated, ground-based problem reso-lution (nominally a 20-minute look-ahead time window for en route operations).In addition, pilot and air traffic controller workload will be lowered by substantiallyreducing voice communication of clearances, and furthermore using data commu-nications for clearances to the flight deck. Workload will also decrease as theresult of automated confirmation (via data communications) of flight intent fromthe flight deck to the ground automation.

With the necessary aircraft capabilities, procedures, and training in place, it willbecome possible in certain situations to delegate separation tasks to pilots andto flight deck systems that depict traffic and conflict resolutions. Procedures forairborne separation assurance will reduce reliance on ground infrastructure andminimize controller workload. As an example, in IMC an aircraft could be instructedto follow a leading aircraft, keeping a certain distance. Once the pilot agreed,ATC would transfer responsibility for maintaining spacing (as is now done withvisual approaches).

Performance-based operations will exploit aircraft capabilities for “electronic”visual acquisition of the external environment in low-visibility conditions, whichmay potentially increase runway capacity and decrease runway occupancy times.Improved wake prediction and notification technologies may also assist in achievingincreased runway capacity by reducing reliance on wake separation buffers.

System-wide information exchange will enable real-time data sharing of NASconstraints, airport and airspace capacity, and aircraft performance. Electronic

24

System-wwide integrated airboorneand groound inffoormatioon exchange wwill improovve strategic and tactical

fflooww management.

Far-tterm strategies wwill levverageadvvanced fflight deck autoomatioonand displays, taking advvantage ooff

the ffeatures ooff integrated CNS.

data communications between the ATC automation and aircraft, achieved throughdata link, will become widespread—possibly even mandated in the busiest airspaceand airports. The direct exchange of data between the ATC automation and theaircraft FMS will permit better strategic and tactical management of flight operations.

Aircraft will downlink to the ground-based system their position and intent data,as well as speed, weight, climb and descent rates, and wind or turbulence reports.The ATC automation will uplink clearances and other types of information, forexample, weather, metering, choke points, and airspace use restrictions.

To ensure predictability and integrity of aircraft flight path, RNP will be mandatedin busy en route and terminal airspace. RNAV operations will be required in allother airspace (except oceanic). Achieving standardized FMS functionalities andconsistent levels of crew operation of the FMS is integral to the success of thisfar-term strategy.

The most capable aircraft will meet requirements for low values of RNP (RNP-0.3or lower en route). Flights by such aircraft are expected to benefit in terms ofairport access, shortest routes during IMC or convective weather, and the abilityto transit or avoid constrained airspace, resulting in greater efficiencies and fewerdelays operating into and out of the busiest airports.

Enhanced ground-based automation and use of real-time flight intent will maketime-based metering to terminal airspace a key feature of future flow manage-ment initiatives. This will improve the sequencing and spacing of flights and theefficiency of terminal operations.

Uniform use of RNP for arrivals and departures at busy airports will optimizemanagement of traffic and merging streams. ATC will continue to maintain controlover sequencing and separation; however, aircraft arriving and departing thebusiest airports will require little controller intervention. Controllers will spendmore time monitoring flows and will intervene only as needed, primarily whenconflict prediction algorithms indicate a potential problem.

More detailed knowledge of meteorological conditions will enable better flightpath conformance, including time of arrival control at key merge points. RNP willalso improve management of terminal arrival and departure with seamless routingfrom the en route and transition segments to the runway threshold. Enhancedtools for surface movement will provide management capabilities that synchronizeaircraft movement on the ground; for example, to coordinate taxiing aircraftacross active runways and to improve the delivery of aircraft from the parkingareas to the main taxiways.

KEY RESEARCH AREAS

The aviation community must address several key research issues to apply thesestrategies effectively. These issues fall into several categories:

Navigation

To what extent can lower RNP values be achieved and how can these beleveraged for increased flight efficiency and access benefits?

Under what circumstances should RNAV be mandated for arriving/depart-ing satellite airports to enable conflict-free flows and optimal throughputin busy terminal areas?

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Coontinued improovvements ininstrument approoach

ooperatioons are expectedthroough the ffar term as a

result ooff using GLS too achievveapprooach minima equivvalent

too Categoories II and III.

Better wweather detectioon tooools andRNP wwill allooww accurate and reliable

fflight paths aroound wweather, ffoormoore efffficient ooperatioons.

Flight Deck Automation

What FMS capabilities are required to enable the future concepts andapplications?

How can performance-based communication and surveillance be leveragedin the flight deck to enable far-term strategies such as real-time exchangeof flight deck data?

Automation

To what extent can lateral or longitudinal separation assurance be fullyautomated, in particular on final approach during parallel operations?

To what extent can surface movement be automated, and what are thecost-benefit trade-offs associated with different levels of automation?

To what extent can conflict detection and resolution be automated forterminal ATC operations?

What are the situation awareness requirements for air traffic controllersin case of data link or other failures?

Procedures

How can time of arrival control be applied effectively to maximize capacityof arrival or departure operations, in particular during challenging windconditions?

In what situations is delegation of separation to the flight crews appropriate?

What level of onboard functionality is required for flight crews to acceptseparation responsibility within a manageable workload level?

Airspace

To what extent can airspace be configured dynamically on the basis ofpredicted traffic demand and other factors?

What separation standards and procedures are needed to enable smoothertransition between en route and terminal operations?

How can fuel-efficient procedures such as CDAs be accomplished in busyairspace?

Policy

How is information security ensured as information exchange increases?

What are the policy and procedure implications for increased use of collab-orative decision-making processes between the service provider and theoperator?

The answers to these and other research questions are critical to achieving aperformance-based NAS. Lessons learned from the near-term and mid-termimplementation of the Roadmap will help answer some of these questions. Theaviation community will address others through further concept development,analysis, modeling, simulation, and field trials. As concepts mature and keysolutions emerge, the community will develop more detailed implementationstrategies and commitments.

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Glossary

3D Three-Dimensional4D Four-Dimensional

ADS-B Automatic Dependent Surveillance-BroadcastADS-C Automatic Dependent Surveillance-ContractARTCC Air Route Traffic Control CenterATC Air Traffic Control

CDA Constant Descent ArrivalCNS Communications, Navigation, and Surveillance

EFVS Enhanced Flight Visibility System

FAA Federal Aviation Administration

GA General AviationGBAS Ground-Based Augmentation SystemGLS GNSS (Global Navigation Satellite System) Landing

SystemGPS Global Positioning System

ICAO International Civil Aviation OrganizationIFR Instrument Flight RulesILS Instrument Landing SystemIMC Instrument Meteorological Conditions

JCAB Japan Civil Aviation BureauJPDO Joint Planning and Development OfficeJRC Joint Research Council

LNAV Lateral NavigationLPV Localizer Performance with Vertical Guidance

NAAT North American Aviation TrilateralNAS National Airspace SystemNAT North AtlanticNAVAID Navigation AidNGATS Next Generation Air Transportation SystemNM Nautical MilesNRR Non-Restrictive RoutingNRS National Reference System

OEP Operational Evolution Plan

PARC Performance-Based Operations Aviation Rulemaking Committee

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Glossary (concluded)

RCP Required Communications PerformanceRF Radius-to-FixRNAV Area NavigationRNP Required Navigation PerformanceRNPSORSG Required Navigation Performance and Special Operational

Requirements Study GroupRSP Required Surveillance Performance

SAAAR Special Aircraft and Aircrew Authorization RequiredSID Standard Instrument DepartureSTAR Standard Terminal Arrival

VLJ Very Light JetVNAV Vertical Navigation

WAAS Wide Area Augmentation System

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